George mcghee



(No Model.)

G. MGGHEE.

GAS MOTOR ENGINE.

No. 432,638. Patented July 22, 1890.

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UNITED STATES PATENT OEEICE.

:GEORGE MCGHEE, OF GLASGOV, SCOTLAND, ASSIGNOR OF ONE-IIALF TO PETERBURT, OF SAME PLACE.

GAS-MOTOR ENGINE SPECIFICATION forming part of Letters Patent No.432,638, dated July 22, 1890.

Application filed March 4,1890. Serial No. 342,666. (No model.) Patentedin England November 11, 1886, No. 14,578, and

March 6, 1888, No. 3,427; in Belgium October 5, 1887, No. 58,727,- inFrance October 5,1887,No.173,338, and in Germany November 18,1887,No.43,788.

To all whom it may concern.-

Be it known that I, GEORGE MCGHEE, a citizenv of Great Britain, residingat Glasgow, in the county of Lanark, Scotland, have invented new andusefullmprovementsin Gas- Motor Engines, (patented in Great Britain byLetters Patent No. 14,578, dated November 11,1886, and No. 3,427, datedMarch 6, 1888; in Belgium, No. 58,727, dated October 5, 1887 in France,No. 17 3,338, dated October 5, 1887, and in Germany, No. 43,788, datedNovember 13, 1887,) of which the following is a specification.

The invention relates to improvements in gas-motor engines, the objectsbeing to construct a simple and efficient engine and governor therefor.

On the accompanying drawings like letters refer to like parts.

Figure 1 is a sectional view ot' the enginecylinders and arrangement ofparts under one modification. Fig. 2, diametrically, represents amodified arrangement of same. Figs. 3'and 4 are respectively anelevation and plan of a modification of the engine. Figs. 5, G,and 7 arerespectively an elevation, plan, and transverse view of the principalparts of governor.

Referring to Figs. 1 and 2, the engine comprises two single-actingwater-jacketed cylinders a and b, which may be horizontal, vcrtcal, orotherwise placed, and communicating together at ends by passage c, andfitted with pistons e d, connected, respectively, by rods e d to cranksf g on shafts (fitted, as usual,-in bearings not shown) and gearedtogether two to one, as shown inFig. 1, by wheel h and pinion c', sothat the piston e makes only one stroke to'two strokes of piston d. Thecrank-shaft g' is fitted with usual fly-wheel. (Not shown.) The cylindera has formed therein an exhaust-port j; also near back end thereof theinlet-port 7c, which leads from an ordinary gas and air mixing nonreturnvalve or chamber. Opposite, or on same line with port 7c, is the port l,which leads into an ordinaryrhot igniting-pipe. Instead of both lastsaid ports being separate, the hot pipe may communicate with port k,thus dispensingwith port-l. As shown at Fig. l, the rods d e are ofunequal length to suit the positions of the shafts ff g', which areplaced one in advance of the other, while in Fig. 2 the said rods c dare of, nearly equal length to suit the position of shafts f g', whichare on the same level, the pitch-lines of wheel h and pinion i, beingindicated at Fig. 2 by full circles and the crank-paths by dotted,

circles.

Figs. 3 and 4 represent, respectively, an elevation and plan of theengine, wherein the shafts f g are in the same line supported by thebearings 4 4 4', and combined together by mechanism known as Vattssun-andparts of engine are similar to those in the other figures. Thehot pipe (indicated by dotted lilies) inside funnel n, Fig. 3, also1nixingwalve k and frame A', are of ordinary construction.

The engine operates as follows: Assuming the space behind pistons e d tobe charged with combustible mixture and the piston e just uncovering theignition-port Z, as shown at Fig. l, the mixture enters a hotignitingspipe and is thereby ignited, the resulting pressure drivingpiston d out full stroke, as shown at Fig. 2, and piston c to just aboveexhaustport j, through which engine now exhausts, the piston d meanwhilemaking back-stroke, while piston c moves from and back to port j, whichit shuts when piston d has made full back-stroke. Vhile piston d makesanother out-stroke, and piston e travels inward to inletport 7i',combustible mixture is inhaled through port 7e. The piston d now returnsand compresses the mixture, while the piston e travels from and back toport Za, thus just uncovering ignition-port Z when piston CZ has reachedfull iii-stroke, as shown at Fig. 1, when the cycle begins again, asbefore described.

The governor, Figs. 5, G, and 7, comprises a thin steel ca'm y and widecam s, fitted near end of engine slow-shaft f. The cam s is inclinedbackward on face from s to s, as shown at Fig. 6, so as, when revolving,(as shown by arrow,) to push the sliding stud t, fitted in collar aformed on valve-rod u, transversely outward against the spring v, whichpresses stud t back again when cam s has revolved past it. When engineis working at normal speed, the cam y now comes against stud t andpushes itand also thereby rod u (which rod has end forked and capable ofsliding on shaft f) along with it, thereby opening the gas-supply valvet3, Figs. 3 and 4. The rod u is pressed back again bya springw when camshas passed stud t, thereby shutting gas-valve. The speed of engine, andthereby of revolution of cam y, being variable While the action ofspring e is constant, the stud t would sometimes not be driven in farenough in time by spring t to give a good bearing for cam y to drivestud Z forward, and thereby the stud t would be apt to be much worn atend and slip transversely of cam y. To obviate this, the stud t has xedvthereon a bevel-edged round steel disk x,

against which sometimes comes the correspondingly inversed bevel edge ofa thin cam r, fixed on and revolving with shaft f. The cam r inrevolving comes opposite the disks;

before the cam y comes opposite stud t. When shaft is revolving at orunder normal speed, the cam fr locks or passes on the outside of `diskand keeps it, and thereby also stud t, inward, while cam y drives stud tand also rod u forward, thus opening the gas-valve. If engine exceedsnormal speed, the action of the spring u to press back stud t beingconstant, according as said spring is set by pinching screw and handlefu', the cam r revolves faster and locks on inside of disk before saiddisk has had time to be pressed back and keeps it, and thereby stud t,back until camy has revolved past said stud, so that the rod u is thusnot actuated, and gas-supply valve t3 consequently remains shut thatcycle. In lieu of using the spring e for pressing back the stud t, afterbeing pressed out by cam s, said spring may be 'dispensed with andweights used instead, as shown 'at Fig. 7, which is a transverse sectionon the rod u,

` Fig 5, looking to the left. The rod uhas thus yXed thereon a dependingarm u', on which is fulcrumed the bent lever o, on or to one end ofwhich are placed weights o. The other end of said lever bears againstand presses the stud t inward with a force proportional to the weightso', which may be varied.

What is claimed as the invention, and desired to be secured by LettersPatent, is

1. A gas-engine comprising cylinders a b, with ports j 7c Z and twopistons CZ e, rods d e', and crank-shafts f g, geared together, two toone, by spur-wheel h and pinion 1'-, all arranged and combined asdescribed and shown.

2. In a gas-engine, by means of wheels h t', geared two to one, thecombination of a piston e, controlling the inlet, ignition, and exhaustports j Za Z, with a piston d and driving shaft g', substantially as setforth.

3. In a gas-engine having a cylinder a, organized with exhaust, inlet,and ignition ports j 7c Z, as shown, and controlled by piston e, thecombination of a motor-piston d, so as to make two strokes to one strokeof piston e, substantially as set forth and shown.

4. A gas engine governor comprising a valve-rod u, stud t, disk springe,and cams fr s y on shaft f, all arranged, constructed, and operatingsubstantially as set forth and shown.

In testimony whereof` I hereby affix my signature in presence of twowitnesses.

GEORGE MCGHEE.

Vitnesses:

DAVID MASON, HENRY HART.

